Air-cooled fuel cell suitable for hovercar
By integrating a four-level collaborative heat dissipation module, the problems of low heat dissipation efficiency and poor environmental adaptability of the fuel cell system in flying cars are solved, achieving efficient and stable battery heat dissipation and vibration reduction, extending battery life, and enhancing system performance.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- LIAONING GUOKEXIN ENERGY RES CO LTD
- Filing Date
- 2025-05-19
- Publication Date
- 2026-05-19
AI Technical Summary
Existing fuel cell systems for flying cars suffer from low heat dissipation efficiency, complex structure, heavy weight, and poor environmental adaptability, making it difficult to meet the requirements for long flight time, high stability, and lightweight design.
It adopts a four-level collaborative heat dissipation module, including forced convection heat dissipation, distributed fins, vibration damping and environmental isolation. Through the integration of air guide shroud, fuel cell stack vibration damping pad and system vibration damping bracket, a closed air-cooled fuel cell stack is formed to achieve efficient and stable heat dissipation and vibration damping.
It significantly improves the heat dissipation uniformity and stability of the fuel cell stack, extends battery life, enhances the overall performance of the system, and adapts to the high-frequency vibration and temperature and humidity changes of flying cars.
Smart Images
Figure CN224264072U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of fuel cell heat dissipation technology for flying cars, and more specifically, to an air-cooled fuel cell suitable for flying cars. Background Technology
[0002] Flying cars, as the core carrier of future three-dimensional transportation systems, need to possess characteristics such as vertical takeoff and landing, long-endurance flight, and efficient energy utilization. Existing power systems mostly employ pure lithium batteries or traditional fuel cells, but these have significant bottlenecks: lithium batteries have low energy density and long charging times, making them unsuitable for long-endurance flight; while traditional hydrogen fuel cells, with their liquid cooling systems requiring complex piping, pumps, and heat dissipation components, are bulky and heavy, making them unsuitable for the compact space of flying cars. Furthermore, while conventional air-cooled hydrogen fuel cells simplify the heat dissipation structure, their membrane electrode assemblies are directly exposed to the environment, making them susceptible to temperature and humidity fluctuations, leading to unstable output performance. Uneven heat dissipation can also cause localized overheating, reducing battery life.
[0003] Among existing technologies, the contradiction between liquid cooling and air cooling solutions is particularly prominent. Although liquid-cooled fuel cell stacks have higher heat dissipation efficiency, their integration complexity and weight significantly increase the design burden of flying cars. While air-cooled fuel cell stacks have a simple structure, their open design results in poor environmental adaptability, failing to meet the high-altitude and variable operating conditions required by flying cars. At the same time, flying cars have stringent requirements for lightweight, modular layout, and vibration resistance of the power system. Traditional fuel cell systems, due to their rigid installation and distributed gas supply / cooling design, cannot effectively utilize space such as wings, and flight vibrations can easily cause component loosening or leakage risks.
[0004] Therefore, there is an urgent need to develop a fuel cell system that is efficient in heat dissipation, has strong environmental isolation, and is adaptable to the space constraints of flying cars, so as to achieve long-endurance and highly stable power output. Utility Model Content
[0005] To address the aforementioned technical issues, an air-cooled fuel cell suitable for flying cars is provided, which integrates efficient and stable heat dissipation and vibration reduction for flying cars through a four-stage collaborative heat dissipation module.
[0006] To achieve the above objectives, this utility model provides an air-cooled fuel cell suitable for flying cars, including a fuel cell stack, a cooling fan with a duct, a fuel cell stack shock absorber, and a system shock absorber bracket. The layered heat dissipation structure includes a four-stage collaborative heat dissipation module.
[0007] The first-stage forced convection cooling module: the air guide cover covers the outer surface of the fuel cell stack, and its inner cavity is designed as a gradually narrowing flow channel, which is sealed and connected with the cooling fan to form a closed-loop cooling channel. The cooling air enters the fuel cell stack flow field after being filtered by the filter cotton at the negative pressure port of the fuel cell stack.
[0008] Second-stage distributed heat dissipation module: The inner wall of the bipolar plate is integrated with wave-shaped heat dissipation fins, which are arranged in layers along the axial direction of the fuel cell stack to form a cross-permeable gas-heat dissipation flow field.
[0009] The third-stage shock absorption and heat dissipation coupling module: The shock absorption pad of the fuel cell stack is made of porous elastic material, and the internal pores are connected to the ventilation holes of the system shock absorption bracket. It assists in heat dissipation by inducing airflow disturbance through vibration.
[0010] The fourth-level environmental isolation and heat dissipation unit: The filter cotton at the negative pressure port of the fuel cell stack uses a double-layer composite filter material, with an outer coarse filter layer and an inner nano hydrophobic coating to isolate external temperature and humidity interference.
[0011] Furthermore, in the first-stage forced convection heat dissipation module, a flow divider is provided between the air guide shroud and the fuel cell stack to divide the cooling air into an axial main heat dissipation channel and a circumferential auxiliary heat dissipation channel. The two channels are connected through a confluence cavity at the end of the air guide shroud, and the surface of the flow divider is provided with adjustable tilt guide fins.
[0012] Furthermore, in the second-stage distributed heat dissipation module, the wavy heat dissipation fins and the sealing gaskets are interlocked, and the spacing between the heat dissipation fins gradually decreases along the axial direction of the fuel cell stack, forming a gradually denser heat dissipation path.
[0013] Furthermore, in the third-stage shock absorption and heat dissipation coupling module, the porosity of the porous elastic material is 30% to 50%, the pore size varies gradually along the thickness direction of the shock absorption pad, and the pores form a continuous airflow diffusion channel with the ventilation holes of the system shock absorption bracket.
[0014] Furthermore, the airflow path of the closed-loop heat dissipation channel is as follows: cooling fan, air guide shroud tapered flow channel, fuel cell stack flow field, fuel cell stack negative pressure port filter cotton, and cooling fan, forming a unidirectional closed-loop circulation.
[0015] Furthermore, the tilt angle of the guide fins is adjustable from 15° to 60°, and the airflow distribution ratio of the main and auxiliary channels is dynamically controlled by feedback from the fuel cell temperature sensor.
[0016] Furthermore, the four-level collaborative heat dissipation module is integrated inside the double-layer fixed wing of the flying car. The leading edge of the wing is provided with a hydrogen refueling port connected to a hydrogen storage tank, and the heat dissipation perforated plate of the electrical room on the trailing edge of the wing is connected to the external environment, forming an integrated layout for heat dissipation and hydrogen supply.
[0017] By adopting the above technical solution, this utility model has the following advantages compared with the prior art:
[0018] 1. The present invention provides an air-cooled fuel cell suitable for flying cars. Through the coordinated heat dissipation of four modules—forced convection, distributed fins, vibration damping, and environmental isolation—the heat stack heat dissipation uniformity and stability are significantly improved, adapting to the high-frequency vibration and temperature and humidity changes of flying cars, and extending battery life.
[0019] 2. The present invention provides an air-cooled fuel cell suitable for flying cars, wherein a porous elastic shock-absorbing pad is connected to a ventilation hole, and the vibration-induced airflow disturbance is used to enhance heat dissipation, while absorbing flight impact, thereby achieving functional coupling of shock absorption and thermal management and enhancing the overall performance of the system. Attached Figure Description
[0020] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0021] Figure 1 This is a schematic diagram of an air-cooled fuel cell applicable to flying cars according to the present invention;
[0022] Figure 2 This is a schematic diagram of the fuel cell installation in an air-cooled fuel cell applicable to flying cars, as described in this utility model.
[0023] Figure 3 This is a schematic diagram of an airflow channel for an air-cooled fuel cell applicable to flying cars, as described in this utility model.
[0024] Figure 4 This is a schematic diagram of the heat dissipation fins inside the bipolar plate of a gas-cooled fuel cell applicable to flying cars, as described in this utility model.
[0025] Figure 5 This is a schematic diagram of the integration of a fuel cell within the wing in an air-cooled fuel cell applicable to flying cars, as described in this utility model.
[0026] Figure 6 This is a diagram I showing the distribution of a four-stage collaborative heat dissipation module in an air-cooled fuel cell suitable for flying cars, as described in this utility model.
[0027] Figure 7 This is a diagram (II) showing the distribution of a four-stage collaborative heat dissipation module in an air-cooled fuel cell suitable for flying cars, as described in this utility model.
[0028] In the diagram: 1. Enclosed gas-cooled fuel cell stack; 2. Air guide shroud; 3. Cooling fan; 4. Fuel cell stack vibration damping pad; 5. System vibration damping bracket; 6. Negative pressure port filter cotton; 7. Diverter baffle; 8. Air guide fins; 9. Heat dissipation fins; 10. Mixing temperature sensor; 11. Inlet air temperature sensor; 12. Hot air temperature sensor; 13. Air inlet; 14. Fuel cell stack flow field; 15. Hot air outlet; 16. Inlet air guide shroud; 17. Hydrogen filling port; 18. Hydrogen storage tank; 19. First-stage forced convection heat dissipation module; 20. Second-stage distributed heat dissipation module; 21. Third-stage vibration damping heat dissipation coupling module; 22. Fourth-stage environmental isolation heat dissipation unit. Detailed Implementation
[0029] It should be noted that, where there is no conflict, the embodiments and features in the embodiments of this utility model can be combined with each other. The present utility model will now be described in detail with reference to the accompanying drawings and embodiments.
[0030] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this utility model or its application or use. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.
[0031] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to the present invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.
[0032] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.
[0033] In the description of this utility model, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.
[0034] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figures. For example, if the device in the figures is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.
[0035] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this utility model.
[0036] like Figures 1 to 7 As shown, this utility model provides an air-cooled fuel cell suitable for flying cars, including a fuel cell stack, a wind deflector 2, a cooling fan 3, a fuel cell stack shock absorber 4, and a system shock absorber bracket 5.
[0037] The closed-loop gas-cooled fuel cell stack 1 is made by bending a single metal plate into a U-shaped conductive plate, processing hydrogen pores, air pores and flow field structure, and performing conductive and anti-corrosion treatment on the outer wall. Heat dissipation fins 9 and sealing gaskets are embedded in the inner wall of the U-shaped conductive plate and packaged into a bipolar plate assembly, which is stacked with the membrane electrode to form a fuel cell stack. The fuel cell stack is fixed by a fuel cell stack bracket and integrated with the air guide shroud 2, cooling fan 3, fuel cell stack shock damping pad 4 and system shock damping bracket 5 to form the closed-loop gas-cooled fuel cell stack 1 assembly.
[0038] The layered heat dissipation structure includes four levels of collaborative heat dissipation modules:
[0039] The first-stage forced convection heat dissipation module 19 includes a combination structure of air guide shroud 2 and cooling fan 3. The air guide shroud 2 covers the outer surface of the fuel cell stack, and its inner cavity is designed as a gradually narrowing flow channel. It is sealed and connected with the cooling fan 3 to form a closed-loop heat dissipation channel. The cooling air is driven by the cooling fan 3, filtered by the fuel cell stack negative pressure port filter cotton 6, and then enters the fuel cell stack flow field 14 from the air inlet 13 through the air inlet guide shroud 16.
[0040] A flow divider 7 is set between the air guide shroud 2 and the fuel cell stack to divide the cooling air into an axial main heat dissipation channel and a circumferential auxiliary heat dissipation channel. The two are connected through the confluence cavity at the end of the air guide shroud 2. The surface of the flow divider 7 is equipped with flow guide fins 8 with an adjustable tilt angle of 15°~60°. The mixing temperature sensor 10 monitors the channel temperature in real time and dynamically adjusts the angle of the flow guide fins 8 to optimize the air volume distribution.
[0041] The second-level distributed heat dissipation module 20 is a heat dissipation structure integrated inside the bipolar plate. The inner wall of the bipolar plate is integrated with wave-shaped heat dissipation fins 9, which are arranged in layers along the axial direction of the fuel cell stack and interlocked with the sealing gasket to form a cross-permeable gas-heat dissipation flow field. The spacing of the heat dissipation fins 9 decreases gradually along the axial direction of the fuel cell stack to enhance heat dissipation efficiency.
[0042] The third-stage vibration damping and heat dissipation coupling module 21 includes a fuel cell stack vibration damping pad 4 and a system vibration damping bracket 5. The fuel cell stack vibration damping pad 4 is made of porous elastic material with a porosity of 30% to 50%. The pore size varies gradually along the thickness direction. The pores are aligned with the ventilation holes of the system vibration damping bracket 5 to form a continuous airflow diffusion channel. Flight vibration induces airflow disturbance through the vibration damping pad, further assisting in heat dissipation.
[0043] The fourth-level environmental isolation heat dissipation unit 22 is based on the double-layer isolation structure of the fuel cell negative pressure port filter cotton 6. The fuel cell negative pressure port filter cotton 6 adopts a double-layer composite filter material, with the outer layer being a coarse filter layer and the inner layer being a nano hydrophobic coating, which isolates external temperature and humidity interference.
[0044] The first-stage forced convection heat dissipation module 19 provides basic air pressure regulation and covers the outer surface of the fuel cell stack. The second-stage distributed heat dissipation module 20 is embedded inside the bipolar plate and forms a permeable heat dissipation with the sealing gasket. The third-stage shock-absorbing heat dissipation coupling module 21 is located at the bottom of the fuel cell stack and is linked with the ventilation holes of the bracket through the gaps. The fourth-stage environmental isolation heat dissipation unit 22 is set at the inlet of the heat dissipation channel to complete environmental filtration.
[0045] The closed-loop heat dissipation channel of the first-stage forced convection heat dissipation module 19 passes through the gas infiltration gap of the second-stage distributed heat dissipation module 20 and the pore channel of the third-stage shock-absorbing heat dissipation coupling module 21 in sequence, and finally completes the air circulation through the fourth-stage environmental isolation heat dissipation unit 22.
[0046] Furthermore, in the first-stage forced convection heat dissipation module 19, a flow divider 7 is provided between the air guide shroud 2 and the fuel cell stack to divide the cooling air into an axial main heat dissipation channel and a circumferential auxiliary heat dissipation channel. The two are connected through the confluence cavity at the end of the air guide shroud 2, and the surface of the flow divider 7 is provided with adjustable tilt guide fins 8.
[0047] Furthermore, in the second-stage distributed heat dissipation module 20, the wave-shaped heat dissipation fins 9 are interlocked with the sealing gasket, and the spacing of the heat dissipation fins 9 gradually decreases along the axial direction of the fuel cell stack, forming a gradually denser heat dissipation path.
[0048] Furthermore, the airflow path of the closed-loop heat dissipation channel is as follows: cooling fan 3, air guide shroud 2 gradually narrowing flow channel, fuel cell stack flow field 14, fuel cell stack negative pressure port filter cotton 6, cooling fan 3, forming a unidirectional closed-loop circulation.
[0049] Furthermore, an intake air temperature sensor 11 is installed at the airflow inlet of the heat dissipation structure to monitor the air temperature entering the stack flow field 14; a hot air outlet 15 is equipped with a hot air temperature sensor 12 to detect the outlet temperature; and a mixing temperature sensor 10 is installed in the confluence cavity at the end of the air guide shroud 2 to monitor the mixed air temperature of the main heat dissipation flow channel (axial) and the auxiliary heat dissipation flow channel (circumferential) in real time. The intake air temperature sensor 11, the hot air temperature sensor 12, and the mixing temperature sensor 10 constitute a temperature detection unit, which is connected to the fuel cell temperature control unit.
[0050] Furthermore, the flow guide fins 8 mounted on the surface of the flow divider 7 are driven to change their angle by a servo mechanism.
[0051] Furthermore, the tilt angle of the guide fins 8 directly affects the distribution ratio of cooling air in the main and auxiliary flow channels:
[0052] As the tilt angle increases and approaches 60°, more airflow is guided into the axial main heat dissipation channel, enhancing the forced convection heat dissipation in the core area of the fuel cell stack.
[0053] When the tilt angle decreases and approaches 15°, the airflow of the circumferential auxiliary heat dissipation channel is increased to optimize the heat dissipation coverage of the fuel cell edge area.
[0054] Specifically, the temperature control unit controls the tilt angle of the guide fins 8 by calculating the key temperature difference, thereby controlling the internal temperature;
[0055] Key temperature difference values include: T1: reading of hot air temperature sensor 12 - reading of intake air temperature sensor 11, which reflects the overall heat dissipation efficiency. The larger T1 is, the more the heat dissipation intensity needs to be increased.
[0056] T2: The reading of the mixing temperature sensor 10 minus the reading of the intake air temperature sensor 11 reflects the heat dissipation balance of the main and auxiliary flow channels. If T2 is too high, it indicates that the temperature difference between the main and auxiliary flow channels is too large, and the air volume distribution needs to be adjusted.
[0057] Specifically, if T1 exceeds the set threshold, the tilt angle of the guide fin 8 is increased to the upper limit, and the airflow of the main heat dissipation channel is increased first to quickly reduce the overall temperature of the fuel cell stack.
[0058] If T2 exceeds the allowable range, the tilt angle of the guide fins 8 is dynamically fine-tuned based on the real-time data from the mixing temperature sensor 10.
[0059] The mixing temperature is too high and the main heat dissipation channel is insufficient: increase the tilt angle and allocate more airflow to the main heat dissipation channel;
[0060] The mixing temperature is too low, and the auxiliary flow channel is not dissipating heat sufficiently: reduce the tilt angle and increase the airflow in the auxiliary flow channel;
[0061] The user can set the threshold for T1 and the allowable range for T2 as described above.
[0062] Furthermore, the four-level collaborative heat dissipation module is integrated inside the double-layer fixed wing of the flying car. The leading edge of the wing is provided with a hydrogen refueling port 17 connected to a hydrogen storage tank 18, and the electrical room heat dissipation plate on the trailing edge of the wing is connected to the external environment, forming an integrated layout for heat dissipation and hydrogen supply.
[0063] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.
Claims
1. An air-cooled fuel cell suitable for flying cars, comprising a fuel cell stack, a wind deflector, a cooling fan, a fuel cell stack vibration damping pad, and a system vibration damping bracket, characterized in that, The fuel cell includes a four-stage collaborative heat dissipation module: The first-stage forced convection cooling module: the air guide cover covers the outer surface of the fuel cell stack, and its inner cavity is designed as a gradually narrowing flow channel, which is sealed and connected with the cooling fan to form a closed-loop cooling channel. The cooling air enters the fuel cell stack flow field after being filtered by the filter cotton at the negative pressure port of the fuel cell stack. Second-stage distributed heat dissipation module: The inner wall of the bipolar plate is integrated with wave-shaped heat dissipation fins, which are arranged in layers along the axial direction of the fuel cell stack to form a cross-permeable gas-heat dissipation flow field. The third-stage vibration damping and heat dissipation coupling module: The fuel cell stack vibration damping pad is made of porous elastic material, which assists in heat dissipation by inducing airflow disturbance through vibration. The fourth-level environmental isolation and heat dissipation unit: The filter cotton at the negative pressure port of the fuel cell stack uses a double-layer composite filter material, with an outer coarse filter layer and an inner nano hydrophobic coating to isolate external temperature and humidity interference.
2. The air-cooled fuel cell suitable for flying cars according to claim 1, characterized in that, In the first-stage forced convection cooling module, a flow divider is provided between the air guide shroud and the fuel cell stack to divide the cooling air into an axial main cooling channel and a circumferential auxiliary cooling channel. The two channels are connected through a confluence cavity at the end of the air guide shroud, and the surface of the flow divider is provided with adjustable tilt guide fins.
3. The air-cooled fuel cell for flying cars according to claim 1, characterized in that, In the second-stage distributed heat dissipation module, the wave-shaped heat dissipation fins and the sealing gaskets are interlocked, and the spacing between the heat dissipation fins gradually decreases along the axial direction of the fuel cell stack, forming a gradually denser heat dissipation path.
4. The air-cooled fuel cell suitable for flying cars according to claim 1, characterized in that, In the third-stage shock absorption and heat dissipation coupling module, the porosity of the porous elastic material is 30% to 50%, the pore size varies gradually along the thickness direction of the shock absorption pad, and the pores form a continuous airflow diffusion channel with the ventilation holes of the system shock absorption bracket.
5. A gas-cooled fuel cell suitable for flying cars according to claim 1, characterized in that, The airflow path of the closed-loop heat dissipation channel is as follows: cooling fan, air guide shroud tapered flow channel, fuel cell negative pressure port filter cotton, fuel cell flow field, cooling fan, forming a unidirectional closed-loop circulation.
6. A gas-cooled fuel cell suitable for flying cars according to claim 2, characterized in that, The tilt angle of the guide fins is adjustable from 15° to 60°, and the air volume distribution ratio of the main and auxiliary channels is dynamically controlled by feedback from the fuel cell temperature sensor.
7. A gas-cooled fuel cell suitable for flying cars according to claim 1, characterized in that, The four-level collaborative heat dissipation module is integrated inside the double-layer fixed wing of the flying car. The leading edge of the wing is equipped with a hydrogen refueling port connected to a hydrogen storage tank, and the electrical room heat dissipation perforation plate on the trailing edge of the wing is connected to the external environment, forming an integrated layout for heat dissipation and hydrogen supply.